Hopper-car.



No. 727,616.- PATBNTBD MAY 12', 1903-. J. M. HANSEN.

HOPPER CAR.

APPLIUATIUN FILED MAY 9. 1902.

No MODEL. v sums-SHEET 1.

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PATENTED MAY 1 J. MQ HANSEN. HOHER GAR.

APPLICATION FILED MAY 9, 1902.

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N0 MODEL.

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IPA'IENTLD MAY 12, 41903'. J. HANSEN, HOPPBR GAR..

APPLICATION FILED MAY 9. 1902.

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lo MODEL.

PATENTED MAY 12, 1903.

J. HANSEN. HOPPER GAB..

APPLIUATION FILED MAY 9, 1902.

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No MODEL.

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J. M. HANSEN.

HOPPER GAR.

yAPPLICATION FILED MAY 9. 1902.

N0 MUDEL. l 'l BHEETS-SHEET 5.

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. HANSEN.

HOPPER GAR..4

APPLIOATION FILED nu 9, 1902.

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No MODEL.

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PATENTBD MAY 12, 1903.

yJ. M. HANSEN.

HOPPER CAR. APPLICATION FILED MAY 9, 1902.

r1 SHEETS-SHEET 7.

N0 MODEL.

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Ede/elfo?? UNTTED STATES Patented May 12, 1903.

PATENT Gerlos.

HOPPER-CAR.

SPECF10 A.TIION` forming part of Letters Patent No. 727,616, dated May 12, 1903-.

Application filed May `9, 1902. Serial No. 106,579- (No model.)

T0 all whom, it may concern:

Be it known that I, JOHN M. HANSEN, a resident of Pittsburg, inthe county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Hopper-Cars; and I do hereby declare the following to be a full, clear, and exactdescription thereof.

My inventionrelates to metallic railwaycars, and more especially to that type of cars known as hopper-cars. Its Objectis to irnprove cars of this type in details of construction, which will be hereinafter fully described and claimed. g

In the accompanying drawings, Figure 1 is a longitudinal vertical section through onehalf of the car, taken partly 'on a plane passing between the center sills and side of the car and partly on a plane passing through the longitudinal center of the car. Fig. 2 is a side view of the other half of the car. Fig. 3 shows at its upper portion a plan view of one-half of the car and at its lower portion a plan of the car with the floor-plates removed, certain parts being shown in section. Fig. 4 is a transverse section o the line 4 4, Fig. 3. Fig. 5 is an end view ofthe car. Fig. 6 is a detail vertical cross-section taken near the end of the car. Fig. 7 is a view showing in detail thedraft-sills and connecting parts, one portion thereof being in plan and the other in horizontal Section. tion of the center sills and connecting mechanism, taken at the body-bolster. Fig. 9 is a cross-section on the line 9 9, Fig. 7. Fig. 10 is a cross-section through the draft and center sills, showing a modified construction. Fig. ll is a sectional view of the central portion of the car, the section being taken on the longitudinal center of the car. Fig. 12 is a transverse section through one of the hoppers, and Fig. 13 is a detail View showing the manner of connecting the draft-sills to the center sills.

My car is of that type having center sills only, there being no side sills, but the sides of thebody of the car being formed as plategirders, which assist in supporting the load.

The underframe comprises center sills, bodylholsters, draft-sills, end sills, and appurtenant parts. The center sills 1 comprise channel shapes, preferably rolled channel-beams placed parallel and with their fianges turned Fig. S is a cross-sec-l inwardly. Y They extendl longitudinally through the central portion of the car-body and beyond the body-holsters 2. holsters are of the built-up type, and each comprises a pair of web-plates 3, one on each side of the center sills and extending from the latter ont to the sides of the car and preferably being tapered on their lower edges 6o toward their outer ends. These web-plates extend a considerable distanceabove the center sills and haveriveted thereto near their upper ends flanged bars, which are shown as angle-bars 4, one on either side thereof. or other bars maybe used in place ofthe angle-bars 4. These anglebars extend continuously from side to side of the car and practically constitutethe tension member of the bolster and form the top of the bolster proper. 7o

The web-plates extend above the angle-bars 4 and have their upper edges bent at an angle corresponding to the slope of the floor of the body of the car, as shown at and serving as a support for the floor-plates, to

which they are secured by rivets. Attached to the compression or lower sideof the Webplates 3 are angle-bars 6, one on each side of said web-plates and extending from the ends of said plates to the center sills. The compres- 8o sion side of the bolster is st-ill'further reinforced by a'cover-plate 7, which extends from sections 8, riveted to the ends of the bolster continuously underneath the center sills to the opposite side. Between the center sills at each bolster is a brace 9, preferably formed of cast metal, which is riveted `to the center sills and bears upon the lower cover-plate 8.' Each center-brace is provided with a boss 10, provided with a vertical hole through which the 9o centerpin passes. The center bearing-plate l1 is riveted to the bottom cover-plate 7. Above the center sills the web-plates 3 are united by plates 142, which have their upper ends overlapped by the angle-bars 4 and their 95 lower edges turnedk outward to form the flanges 13, which rest upon the upper flanges of the center sills. Vertical angle-bars 14 are applied on each side of the web-plates 3,

adjacent to the center sills, and have one of roo their flanges riveted to the web-plate and tieplate 12 and their other flanges riveted to the center sills. These serve to imite the bodybolster and sills and resist the shearing forces These body- 55 at the adjacent sections of the body-bolster. Vertical angle-bars 16 are riveted to the webplates and on each side thereof` above or near to the body side bearings 17 and serve to stiften the web-plates of the bolster. At the ends of the bolsters are lsimilar vertical anglebars 18, which also serve to stillen the bolsters, while theirprojecting flanges serve as a convenient means for the attachment of side plates and sub side sills of the car. Horizontally-arranged angle-pieces 19 are riveted to the outer faces of the web-plates 3 on each side of the center sills. To the horizontal members of these angle-pieces and to the top of the center sills are secured connection or gusset plates 20, to which are connected the inner ends of the horizontal diagonal braces 22, which extend outwardly to the corners of the ear, to which they are secured by the gusset-plates 23.

The end sill consists of' a Z-bar25, extending continuously across the car and lying above 'and suitably secured to the draft-sills 26. The end sills are connected at the corners of the car by means of the gusset-plates 23 and push pull-pockets 27 to the sub side sills 2S. The latter are formed of Z-bars having their upper flanges turned inwardly andtheir lower flanges turned outwardly and extending from the corners of the car to and being riveted to the ends ofthe body-holsters. The draft-sills 26 are likewiseZ-bars having their upper flanges turned inwardly and their lower ilanges turned outwardly. These draftsills are of less depth than the center sills,

and at their inner ends their upper flanges are cut through and bent upwardly, as indicated at 29, so that they are in the same planes as the Webs of said draft-sills. The web and upturned flange portion are secured tothe outer faces of the webs ofthe center sills by means of rivets. Just beyond the ends of the center sills the draft-sills are connected bythe cross tie-plate 31, the ends of which bars 32, the ends of the cross tie-plates 3l',

'and the top flanges of the draft-sills.' The vertical members of the angle-bars 32 are riveted to the webs of the center sills, the rivets for uniting them passing also throughthe bent-up portion 29 of the flanges of the draftsills. Draft-lugs 33 are attached by rivets in propel' position to the Webs of the draft-sills, the rear draft-lugs in some instances being also attached to the webs of the center sills.

'lheouter ends ot' the draft-sills are reducedl in depth, as shown in Fig. l, and pass underneath the Yend sill 25. 'At the end ofthe car, at the'center thereof, a hood or apron 35, made, preferably, of a pressed steel plate, is riveted to the lower flange of the end sill 25 and secured to AtheA ends oftheV draft-sills by short vertically-arranged angle pieces 36. The-hood 35 is provided at its upper end with an inwardlyprojecting horizontal flange,

Rivets passthrough the horizontal members of the anglewhich` rests upon the outwardly-projecting flange on the end sill, thus forming a convenient means for both supporting and securing the hood. Lying beneath the horizontal flange of the draft-sill hood and between the same and the draft-sills and riveted to both are the coupler-horn braces 37, which project against the front wall of the hood and give strength where the coupler-horns strike. A draw-bar carrier 38, made of a section of angle-bar, is supported by hangers 39, composed of flat pieces of plate metal riveted to the draft-sill hood 35 and bolted to the draw-bar carrier. Between the draw-bar carrier and the lower flange of the draft-sill hood are placed the lower ends of the draw-bar liners 40.

The body of the car is formed of' suitable side plates, end plates, floor-plates, and supporting` and stilfening parts. The side plates 44 are flat and trimmed to the proper shapes. The end plates 45 are flanged at their lower edges, which flanges extend beneath and are riveted tothe floor-plates 46. These iloorplates have their side edges turned upward to form flanges 47, which abut against and are riveted to the side plates. The end plates extend tothe side plates and are united thereto by corner angle-bars 4S, to the legs of which the side and end plates are riveted. These corner angle-bars extend down and are secured to the underframe, so that they serve not onlyto unite the end and side plates, but act also as struts or corner-posts to transmit a portion of the weight of the car-body and lading to the underframe. Extending along the tops of the side and end plates are angle-rails 50, whose vertical legs overlap, bear against, and are riveted to said side and end plates. The vertical legs of the angle-rails may lie either on the outside or the inside of the side and end plates, and the horizontal legs may extend either outwardly or inwardly with respect to the car-body. The angle-rails on the sides and ends of the car are united at the corners of the car by connecting cover-plates or top corner-gussets 5l, which are riveted thereto. To the lower ends ot' the side plates between the body-bolsters are angle-rails 53, attached thereto in the same manner as those at the top of the car. The top and bottom angle-rails serve not only to increase the strength ot' the sides, which are practically plate-girders, and assist in supporting the load, but also stiften the same and prevent bulging or other llateral deformation of the sides, and the top anglerails prevent the undesirable and dangerous exposure ot the comparatively1 sharp edges of the lside and end plates. These anglerails produce substantially the same finish as the flanges which are commonly formed on the edges of the side plates by pressing or bending, but their efficiency as lateral sti@- eners is greater.

The side plates all lie in the same vertical plane, and they are united at their adjacent edges by trough-shaped stakes 54, to the iianges of which the side plates are riveted. These stakes are preferably of uniform crosssection throughout and lie between the horizontal members of the top and bottom anglerails. To each side plate between the bodyholsters and about midway ot said plate is riveted a vertical angle-bar 55 to further stiften the side plates. Cover-plates 56 in the form ot' strips or Welts are applied to the side plates inside the car opposite the .stakes to increase the strength of the joints and to exclude the lading from the troughs of the side stakes. Steps 57 are attached to the sides inside the car and serve to facilitate the passage of trainmen over the car.

The floor-plates 46 slope from the ends of the car downwardly to the hopper-openings, said tloorplates being supported on the tianged upper edges 5 of the web-plates 3 of the body-holsters, as described. Between the body-holsters and the ends of the car angle-bars 5S are attached to the under side of the floor-plates in order to prevent them from sagging and to furnish a convenient means for attaching the outside floor-struts 59, and particularly the center floor-struts 60. The latter extend from the draft-sills 26 diagonally upwardly and are united to the angle-bars 58 by connecting-plates 6l. They may be so shaped at their lower ends as to admit of being' riveted directly without the intervention of any connecting-plate to the upper flanges of the draft-sills, but preferably they are riveted to the webs of said draftsills and are so shown. The side floor-struts 59 are attached at their lower ends by means of connection-plates 62 to the Z-shaped sub side sills 28, and they extend upwardly in an inclined direction and have their upper ends riveted directly to the side plates 44 of the car and are also connected by means of the connection-plates 63 to the angle-bars 58.

There are four hoppers symmetrically disposed about the center of the car. The hopper-bottoms have about the same slope as the remaining portions of the tioor, and the plates composing said hopper-bottoms may or may not be integral with the licor-plates 46, as desired, and they also have their outer side edges turned upwardly to form anges 64, which abut against and are riveted to the outside hopper-sheets 65. These latter are riveted along their upper edges to the side plates 44. The inside hopper-sheets 66 eX- tend above and below the center sills and are so shaped above the center sills as to present inclined surfaces to the lading, so that the car will be self-clearing. Their upper edges are turned to form vertical iianges 67, by means of which they are riveted directly to each other, and their bodies lie against the webs of the center sills and are riveted thereto. The hopper-bottoms are strengthened by transverse angle-bars 69, lying underneath 'the saine and riveted thereto. These angles extend continuously across each pair of hoppers and at their outer ends are supported by plates 70, riveted to the outer hopper-sheets, and angle pieces or knees 71, riveted to the plates 70 and angles 69. The hopper side sheets are reinforced by anglebars 72, riveted to said sheets near their edges at the hopper-openings. These angle-bars also serve as door-stops.

At the center of the car between the two pairs of hoppers is the transverse ridge o1' hood 74, which extends across the car between the side plates and has end flanges riveted to said side plates. Itis composed of two similar members 77 united by rivets passing through vertical fianges 78, formed at their upper edges. These flanges for most of their lengths abut against each other, but at other portions there are interposed between them certain connection plates, such as the connection-plates 79, to which are secured the lower ends ot' the diagonal angle bars or braces 80, the upper ends of which are secured to angle-plates 81, attached to the side plates of the car. Also interposed between the upper fianges of the members of this cross hood or ridge, at about the center thereof, is the plate S2, which has connected thereto angle-bars 83, which embrace the center sills and are riveted to their webs. These angle-bars serve as struts and through the plate S2 support the cross-ridge at its center. An angle-bar 84 is riveted to the struts 83 underneath the center sills and ties the struts S3, and through them the center sills, together.

The hopper-doors S5 are flanged on three sides, as shown at 86, and on their fourth side are reinforced by an angle-bar 87, riveted thereto. They are also stiffened by straps 8S, in the upper ends of which are formed the hinge-eyes. The hinge-lugs S9 are secured by rivets to the lower edges of the cross ridge or hood 74. Riveted to the lower edges of the plates 77, which constitute the cross-hood, are angle-bars 93, which not only stiften the plates near their lower edges, but also form convenient liners for the attachment of the doorhinge lugs, and they also provide additional thickness of metal to insure ample bearing area for the rivets which unite the hinge-lugs to the cross-hinge plates. The projecting legs of these angles also provide a convenient and efficient means for attaching angles 95, which serve to tie the lower edges of the cross-hood plates together about midwaybetween the center' sills and car sides. The hopper-doors are made to operate in pairs by IIO the use of connecting-beams 96, extending in a transverse direction from door to door and provided with suitable iianges, which are riveted to said doors.

l. In a metallic car-body, the combination with the side plates, of a cross-hood extending across the car at the center and inclined ties or braces of angular' cross-section connecting the cross-hood and the side plates.

2. In a metallic car-body, the combination .securing said struts to said center sills, and

a tie-bar connecting the lower ends of said struts. y

4. In a metallic ear, the combination with the center sill and car-body, of a cross-hood in said car-body, said cross-hood consisting of two downwardly-divergin g plates provided with abutting flanges at their upper edges, of a connection-plate secured between said abutting Iianges and extending downwardly, and

struts connected to said plate and extendingV downwardly and secured to the center sill.

5. In a metallic car-body, the combination with the side, end and floor plates, of hoppers in said doors, a longitudinal hood between said hoppers having its ends provided with flanges, and a cross hood extending transversely of the car-body, said cross-hood resting upon and riveted to the end flanges of said longitudinal hood.

6. In a metallic car, the combination with the center sill, of a car-body provided with side, end and floor plates, and inside hoppersheets extending below the center sill and also extending above the same and having their upperportions converging toward each other and provided with vertical flanges at their upper edges which abut against and are secured to each other.

7. In a metallic car, the combination with the center sill and body-holsters, of end sills,

and Z-shaped sub side sills extending fromthe ends of the body-holsters to the end sills and united thereto.l

8. In a metallic car, the combination with the center sill and body-bolsters, of end sills, side plates and Z-shaped sub side sillsextending from the end sills to the ends ot' the body-holsters and united to said end sills, body-holsters and side plates.

9. A-body-bolster comprising tension and compression members, and vertical webplates uniting said members and extending upwardly above the members of the bolster proper and having their upward extensions iianged near their edges to form a support and connecting means for the car-Hoor.

10. In a metallic car, the combination with the center sill, of a body provided with floorplates, a body bolster comprising tension and compression members, and vertical webplates uniting said members, one on either side of the center sill, said web-plates extending above the members of the bolster proper and being provided at their upperA edges with flanges to which the'ioor-plates are attached.

1l. In a metallic car, the combination with the center sill, of a body-bolster comprising two web-plates one located on either side of the center sill and extending above the same and having iianges at their upper edges to form a door-support, anged bars secured -to said web plates above the center sill and forming the tension member, angle-bars secured to said plates along their lower edges forming the compression member, a bottom cover-plate united to the lower angles and extending continuously underneath the center sill, and web tie-plates secured to said web-plates and extending over the center sill and being provided with iianges on theirlower edges which rest upon said sill.

12. In a metallic car, the combination with the center sill, of a body-bolster comprising two web-plates one located on either side of the center sill and extending above the same, flanged bars secured to said web-plates above the center sill and forming the tension member, a compression member secured to the lower edges of said plates and extending continuously underneath the center sills, tieplates connected to said web-plates and extending over the center sill, and vertical stiffening-angles secured to said web-plates.

13. In a car-underframe, the combination with the longitudinal sills, of end sills consisting of metal bars of Z-shaped cross-section having their webs placed vertically and extending from side to side of the car.

14. In a car-underframe, the combination with the metallic end sills, of center sills and Z-shaped draft-sills secured to the center sills and to the end sills.

l5. In a car-undert'rarn'e, the combination with the metallic end sills, of body-bolsters, center sills extending through the body-bolsters, and Z -shaped draft-sills secured to the center sills and to the end sills.

16. In a car-underframe, the combination with the end sills, of body-holsters, metallic channel' center sills extending beyond the body-holsters, metallic Z-shaped draft-sills secured to the center sills and to the end sills, and splice-bars secured t0. the webs ot' the center sills and to the top lianges ot the draftsills.

17. In a metallic car-underframe, the combination with the body-holsters, of channel center sills extending through said bolsters, end sills, Z-shaped draftsills overlapping the center sills and secured thereto and extending to the end sills, splice angle-bars secured to the center sills, and cross tie-plates lying between and secured to the horizontal anges of said splice angle-bars and the top iianges of the draft-sills.

18. In a car-underframe, the combination with metal end sills of Z-shaped cross-section, of the body bolsters, channel center sills extending through said holsters, and

IOO

IIO

draft-sills of Z-shaped cross-section secured to the end sills and center sills.

19. In a car-underframe, the combination with metallic Z-shaped end sills, of bodybolsters, channel center sills, metallic Z- shaped draft-sills of less depth than the center sills and having their top flanges at their inner ends bent upwardly and overlapping the web of the centersills and secured thereto.

20. In a car-underframe, the combination with metallic end sills, of channel center sills, Z-shaped draft-sills overlapping the center sills and extending to the end sills, said draft-sills being of less depth than the center sills and having their upper iianges of the overlapping portions bent upwardly and secured to the webs of the center sills, and angle splice-bars having their vertical members secured to the webs of the center sills and their horizontal members secured to the top fianges of' the draft-sills.

2l. In a car-underframe, the combination with a metallic end sill, having an outwardlyprojecting flange on its lower edge, of metallic draft-sills having their outer ends lying underneath the end sill, and a metal hood provided with inwardly-projecting top and bottom flanges, the top flange being riveted to the lower iiange of the end sill and to the draft-sills, said hood embracing the ends of the draft-sills and having its lower flange riveted to the draft-sills and containing an opening for the passage of the draw-bar shank.

22. A metallic door for cars, comprising a plate having three of its side edges bent to form integral fianges, and an angle-bar se'- cured along the fourth side edge of' said door to form the flange thereon.

23. In a car-underframe, the combination with the metal end sill having an outwardlyprojecting iiange on its lower edge, and a hood formed of pressed metal and provided with an inwardly-projecting flange at its top which rests on and is secured to the outwardly-projecting flange of the end sill, said hood having an opening for the passage of the drawbar shank.

24:. In a car-underframe, the combination with the metal end sill having an outwardlyprojecting flange on its lower edge, a hood formed of pressed steel and provided with an inwardly-projecting flange at its top which rests on and is secured to the outwardly-projecting flange of the end sill, said hood having an opening for the passage of the drawbar shank, draft-sills having their outer ends lying underneath the end sill and embraced by said hood, and a coupler-horn brace riveted to said draft-sill and bearing against the front wall of said hood.

In testimony whereof I, the said JOI-IN M. HANSEN, have hereunto set my hand.

JOHN M. HANSEN.

Witnesses:

A. B. FRASER, WM. BIRRMAN. 

